Wedging bicycle crank

ABSTRACT

A bicycle sprocket crank assembly is comprised of first and second crank arms joined to a spindle. One of the crank arms and the spindle may be fabricated as a unitary structure, or both cranks arms may be formed as separate structures and joined together. In either case the spindle has at least a first coupling end with an internally tapped axial bore defined therein and the second crank arm forms at least a first socket at its axle end. At least a first wedging sleeve is provided and is disposed about the first coupling end of the spindle. The first wedging sleeve conforms to the shapes of both the first coupling end of the spindle and the hollow cavity in the first socket. Either the coupling end of the spindle or the hollow cavity is axially tapered, and the wedging sleeve is tapered to match. The wedging sleeve is split in an axial direction, so that as the first socket is drawn onto the first coupling end of the spindle, the wedging sleeve is increasingly forced in between the inner radial surface of the hollow cavity of the socket and the outer radial surface of the coupling end of the spindle.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to bicycle pedal crank assemblies utilizedto transmit power applied manually on the pedals of a bicycle to turnthe bicycle wheels.

2. Description of the Prior Art

Many bicycles, including most BMX bicycles, employ bicycle crank setsthat are comprised of three major structural components. Thesecomponents include two “handed” crank arms, and one central, axial,connecting crank shaft, which is an axle and is also referred to as aspindle. To function properly, the assembled components of a bicyclepedal crank assembly must be torsionally stiff so that the relativeorientation of the crank arms can be maintained to transmit all of theforce applied into the pedaling drive. The joints between the componentsare usually expensive to produce and inherently add weight to thestructure. Also, there are undesirable stress concentrations in mostconventional bicycle pedal crank assembly designs.

Typical BMX bicycle pedal crank assemblies employ one of two differenttypes of configurations. The first arrangement employs mating splines onthe spindle and in corresponding sockets in the two crank arms. In thisarrangement the sockets have an unbroken outer wall formed in thestructure at the crank end of each of the crank arms. The other popularcrank assembly configuration employs mating splines or mating flats onthe spindle and arms, but with a radial opening defined in the wallsurrounding each socket. The crank arms are provided with outer “pinch”clamping bolts that, when tightened, reduce the width of the gap at theradial openings in the socket walls.

The conventional spline system in which there is no radial gap in thesocket wall has inherent problems. Specifically, the spline must have agood interference fit so that no “slop” or “wobble” of the crank armrelative to the spindle is possible during pedaling. With the correctinterference fit, the oscillating direction of the torque applied duringthe pedal stroke cycles will not impose strains larger than those of thefit.

While this firm, structurally secure connection provides excellent forcetransmission characteristics and reduces stress in the bicycle pedalcrank assembly components, disassembly of the crank assemblies is verydifficult, even for experienced users. That is, the spline fit is sotight that it is extremely difficult to remove either crank arm from thespindle to repair or replace components parts of the bicycle pedal crankassembly, or of bicycle parts that are engaged by the assembly. If the“fit” of the spine is relaxed and the tolerance of fit between theexternal splines on the spindle and the internal splines on the crankarm sockets is increased, assembly and disassembly is easier. However,the increased tolerance in fit results in the cyclical pedal forceproducing wear upon both the sockets in the crank arms, and also thesplines on the spindle. As a result, the entire assembly is loosened atregular intervals. Unwanted impact stresses are then produced on thespindle.

In the other popular conventional system in which pinch bolts areemployed, the use of clamping bolts facilitates assembly and disassemblywhen the clamping bolts are loosened. Conversely, a very tight fitbetween the splines of the crank arm sockets and spindle ends can beachieved by tightening the pinch bolts. However, crank set designs thatemploy pinch bolts remove a substantial portion of the structuralstrength of material of each crank arm end surrounding the socket. Thisresults from the radial split in the socket area of the crank arm thatis already under high stress. “Pinch” bolt designs are also unpopularwith many riders, both due to their physical appearance, and because ofinjuries that can result to the user while riding due to the additionalmass at the coupling end of the crank arm necessary to house the pinchbolts.

SUMMARY OF THE INVENTION

The present invention provides a new and improved bicycle pedal crankassembly design. The system of the invention can be constructed in twoversions. One version employs three major components, namely two crankarms and a spindle, all of which are separable from each other, as inconventional designs. However, the present invention differs fromconventional systems in that the use of a spline connection is avoided.Rather, the couplings between the crank arms and the spindle involvetapered structures at either the ends of the spindle, or to the interiorwall surfaces of the crank arm sockets. One of the joint elements of thejoint between each of the crank arms and the spindle is a tapered jointelement that diminishes in cross-sectional area with increased distancefrom the mating element. That is, either the coupling ends of thespindle are tapered, or the interior wall surfaces of the sockets aretapered. In either case a wedging member is interposed between the jointelements. The wedging member also has a tapered surface that resides incontact with and is tapered to conform to the tapered joint element.Also, the wedging member has a radial expansion slot defined therein.

A locking fastener member is provided for each crank arm and isengageable with the corresponding coupling end of the spindle. Thewedging members may either be split bushings or sets of wedge-shapedshims circumferentially joined together by connecting webs. If thewedging member is formed of a set of tapered shims the locking memberbears against the socket and draws the coupling end of the spindle intothe coupling cavity of the socket. With this construction advancement ofthe locking member causes the circumferential spacings between thetapered shims to be reduced by deforming the connecting webs joiningthem together as the shims are forced toward the narrow end of thesocket. If the wedging member is a split bushing the locking memberbears against the widest end of the wedging member and forces it ontothe tapered spindle. With this construction, advancement of the wedgingmember causes the gap formed at the radial split in the wedging memberto increase, thus compressing the wedging member between the spindle andthe interior surface of the corresponding socket.

In an alternative form of the invention, the spindle and one of thecrank arms are formed together as a unitary structure. Consequently, asocket is formed at the pedal end of only the other crank arm so that asingle joint exists in the bicycle pedal crank assembly. This singlejoint is comprised of a single coupling end of the spindle and a socketin only the crank arm that is removable from the spindle. In this systemalso, either the exterior surface of the coupling end of the spindle orthe interior surface of the wall of the socket is tapered to accommodatethe presence of a wedging member.

The wedging member may be either a split bushing or a set ofwedge-shaped shims laterally joined together by connecting straps orwebs. In either case, the single coupling end of the spindle can beforced into the socket with the taper of the wedging member conformingto the taper on either the coupling end of the spindle or on theinterior wall surface of the socket. The single wedging member expandsas the coupling end of the spindle is forced into it, but the expansionis opposed by the surrounding wall of the socket. As a consequence, thewedging member forms an extremely tight connection between the couplingend of the spindle and the socket of the crank arm.

The coupling arrangement in the two versions of the bicycle pedal crankassembly of the invention has several very significant advantages. Inthe two-piece construction in which one of the crank arms and thespindle are formed as a unitary structure, one of the costly, heavyjoints is eliminated. It is possible to bore out the axle or spindleitself, thereby further reducing the overall weight in the system. Thearm that must be removable for assembly and disassembly may or may notbe the sprocket “drive side” arm of the bicycle.

The crank axle or spindle itself may be produced with a gentle taper atthe end that is inserted into the socket formed in the removable crankarm. The coupling end of the spindle that is inserted into the socket istapped internally along its axial center to receive a fastening or lockbolt. By fashioning the coupling end of the crank axle with a slighttaper, the coupling end of the crank axle has a frustoconicalconfiguration that can be produced in a single machining turningoperation. Because the crank arm's spindle lug requires no specifictiming splines or flats, this embodiment of the invention provides asystem that greatly simplifies both manufacturing and assembly.

In this arrangement the socket of the mating crank arm is provided witha hollow, cylindrical coupling cavity that is slightly larger than themajor diameter of the frustoconical coupling end of the axle. The hollowcoupling cavity forming the axle socket in the removable crank arm iseasier to machine than the sockets of conventional bicycle crankassemblies that require a precise timing alignment.

A split bushing having a cylindrical outer wall and a frustoconicalinner wall is internally tapered to conform to the taper at the couplingend of the spindle. A radial split extends along the length of thebushing and allows it to expand when it is positioned about the couplingend of the spindle and within the socket of the removable crank arm whenthe coupling end of the spindle is forced into the socket. In thissystem, stress concentrations and wasted material surface areas arereduced to a minimum. As a result, a bicycle pedal crank assembly isproduced that is lighter in weight and stronger than traditionaldesigns. A lock bolt having an externally threaded shank is threadablyengaged in the tapped bore in the coupling end of the spindle. When thelock bolt is tightened, the bushing is forced inward, expanding on thespindle and locking the crank arm in place.

The spindle may be provided with a single tapered coupling end if thespindle is produced as a unitary structure along with one of the crankarms. Alternatively, the spindle may be produced as a structure that isseparable from both crank arms. In this “three-piece” arrangement bothends of the spindle are tapered and both of the crank arms are providedwith sockets at their ends remote from the pedals. Both ends of thespindle are internally bored and tapped, and both receive fastening lockbolts to hold the two crank arms and both ends of the spindle tightlyjoined.

In another arrangement the socket is the tapered one of the two matingjoint elements. With this construction the spindle is provided with atleast one coupling end having a polygonal cross section of uniformcross-sectional area along its length. The tapered portion of theassembly joint is formed by the inside wall surface of the socket of thecrank arm. The axle or spindle is left as a continuous, polygonalstructure which may, for example, have six bearing faces. The tensioningbolt head always lies flush inside of the outboard crank arm recessresulting in a clean appearance. A hexagonal socket in the crank arm hasa cross section that is tapered, but which matches the cross section ofthe coupling end of the spindle. That is, the matching polygonal crosssections of the coupling end or ends of the spindle have the samepredetermined number and shape of polygonal surfaces as the planar,inclined surfaces on the interior socket wall. The sizes of thepolygonal surfaces on the coupling end or ends and the socket or socketsare also quite close.

By utilizing a tapering polygonal socket, the crank arm provides apositive index for receiving the spindle. This system is easier for theuser because the crank arms are always in diametric opposition to oneanother, oriented precisely one hundred eighty degrees apart relative tothe spindle axis.

The wedging member may be formed as the same predetermined number ofwedge-shaped shims laterally joined to each other by webs or flexiblelinking elements that connect the shims together for the purpose ofassembly. The structure of the wedging member is such that it does nothinder the movement of the shims in a radial direction.

Each wedging sleeve employed in the version of the invention in whichthe coupling end or ends of the spindle and the hollow cavity of thesocket or sockets have matching polygonal cross sections is assembled asa “skirt” of loosely joined wedging elements. Flexible links connect thewedging elements together for the purpose of holding them in anappropriate orientation so that together they form a longitudinallysplit wedging sleeve surrounding the coupling end of the spindle. Thewedge elements of the wedging sleeve can be formed by forging the skirtin a flat strip in which the wedge-shaped shims are laterally joined byconnecting webs. That is, the wedging sleeve may be formed as a flatlinked chain. The wedging sleeve can be wrapped around it into a C-shapewith a gap that is left open so that the wedging sleeve is splitlongitudinally in an axial direction.

One or both crank arms are thereby tightly clamped onto the spindle,thereby producing a bicycle sprocket crank assembly, the componentmembers of which may be disassembled with relative ease. Nevertheless,when the fasteners are tightened, one or both crank arms are tightlyclamped onto the mating ends of the spindle without any significantstress concentrations between the component members.

In the embodiments of the invention in which the first crank arm andspindle are formed as a single structure, the bicycle sprocket crankassembly is formed of only two major structural pieces. That is, it isformed with a first, generally L-shaped piece in which the spindle andfirst crank arm are either perpendicular to each other, or in which theyreside at a relatively small obtuse angle relative to each other. Thesecond major piece is the second crank arm.

In the two-piece version a large, smooth walled hole can be bored downthe majority of the length of the spindle or axle, narrowing to astandard thread for the tensioning bolt, while keeping the strength inthe polygonal length of the spindle. This offers a strength advantagethat is approximately seventeen percent greater than a traditional,solid nineteen millimeter crank spindle. Furthermore, this constructionsaves a considerable amount of overall weight in the bicycle sprocketcrank assembly.

A further advantage of the two-piece crank assembly is that it uses asingle lock bolt. Conventional crank sets use anywhere from two to sixlock bolts to assemble the crank arms together. A reduction in thenumber of bolts simplifies the assembly procedure for the user andreduces weight.

In one broad aspect the present invention may be considered to be abicycle sprocket crank assembly comprising a first crank arm with anaxially oriented spindle at one of its ends wherein the spindle has atleast a first coupling end, a second crank arm, at least a first wedgingsleeve, and at least a first threaded fastener. The first coupling endof the spindle has an internally tapped axial bore defined therein. Thesecond crank arm has an axially oriented first socket at one of itsends. The first socket has a hollow cavity defined therein.

The first coupling end of the spindle fits into the hollow cavity of thefirst socket. The first coupling end and the hollow cavity are matingfirst elements, one of which is a first tapered element that narrows inarea in an axial direction with increased distance from the first crankarm. The first wedging sleeve is disposed about the first coupling endof the spindle. The first coupling sleeve conforms to the shapes of boththe first coupling end of the spindle and the hollow cavity and isaxially tapered to match the taper of the first tapered element. Thewedging sleeve is split in an axial direction and thereby radiallyexpands as the first coupling end of the spindle is advanced into thehollow cavity of the first socket. That is, the wedging sleeve is splitalong its length longitudinally and in a direction parallel to the axisof the spindle.

The first coupling end of the spindle has an internally tapped axialbore defined therein. The first threaded fastener has a shank engaged inthe internally tapped axial bore of the first coupling end and a headthat immobilizes the spindle and the second crank arm relative to eachother.

In different embodiments of the invention either the first coupling endof the spindle or the hollow cavity of the first socket may form thefirst tapered element. In those embodiments of the invention in whichthe coupling end of the spindle is the tapered element, the coupling endpreferably has an outer radial surface of frustoconical shape. Thewedging sleeve has an outer radial surface of cylindrical shape and aninner radial surface of frustoconical shape. The hollow cavity of thesocket has a cylindrical annular inner wall that complete radiallysurrounds the first coupling end of the wedging sleeve. The wedgingsleeve is preferably an internally tapered split bushing. In thetwo-piece embodiments of the invention the first crank arm and the shaftare formed together as a unitary structure.

In one preferred construction the thickest end of the tapered splitbushing faces away from the first crank arm. The threaded fastener is alock bolt with a head that seats upon the outboard annular face of thethickest end of the split bushing. The shank of the lock bolt is engagedin the internally tapped bore in the coupling end of the spindle so thattightening of the lock bolt urges the split bushing toward the firstcrank arm and radially outwardly, as well. Preferably, an annular stopspacer is disposed about the first coupling end of the spindle. The stopspacer resides in abutment against the inboard face of the first socketcoaxially about the circular opening of the hollow cavity of the firstsocket.

In those embodiments of the invention in which the hollow cavity in thesocket is the tapered element, the first coupling end of the spindle andthe hollow cavity of the first socket both have matching polygonal crosssections. That is, the cross sections match because there are the samenumber of polygonal surfaces in both the first spindle end and thehollow cavity of the first socket. Also, the polygonal surfaces are ofthe same corresponding shapes and are preferably, but not necessarily,oriented at the same angular alignment with each other relative to thespindle axis. That is, when assembled the polygonal inwardly facingsurfaces of the hollow cavity in the socket may be aligned around thespindle at the same radial positions as the outwardly facing surfaces onthe coupling end of the spindle.

A predetermined number of planar, outwardly facing wedge contactsurfaces are defined on both the first coupling end and in the hollowcavity of the first socket. The first wedging sleeve is formed as a setof wedge-shaped shims laterally linked to each other by connecting websor straps. Each of these shims is shaped as a right triangular prism.The wedge-shaped shims are laterally linked together and disposed aboutthe first coupling end to reside in face to face contact with the flatcontact surfaces of both the first coupling end and the hollow cavity ofthe first socket. The wedge-shaped shims and the connecting webs areformed as a unitary structure in which the wedge-shaped shims areoriented in a C-shaped configuration about the first coupling end of thespindle.

Preferably also, an annular stop spacer is disposed about the firstcoupling end. The annular stop spacer resides in abutment against theinboard faces of the thickest ends of the wedge-shaped shims of thefirst wedging sleeve.

In the three-piece embodiment of the invention, the first and secondcrank arms and the spindle are formed as three separate elements thatare coupled together. In these embodiments the spindle also has a secondcoupling end, in addition to the first coupling end. In the three-pieceembodiments of the invention the first crank arm defines a second socketat its end at which the spindle is located. The second socket also has ahollow cavity defined therein. The second coupling end of the spindlefits into the hollow cavity of the second socket. The second couplingend of the spindle and the hollow cavity of the second socket are matingsecond elements, one of which is a second tapered element that narrowsin area in an axial direction with increasing distance from the secondcrank arm.

A second wedging sleeve is disposed about the second coupling end of thespindle. The second coupling sleeve conforms to the shape of both thesecond coupling end of the spindle and the hollow cavity of the secondsocket. The second wedging sleeve is axially tapered to match the taperof the second tapered element. The second wedging sleeve is splitlongitudinally in a direction parallel to the spindle axis so that itwill radially expand as the second coupling end of the spindle isadvanced into the hollow cavity of the second socket. A second threadedfastener is provided having a shank engaged in the internally tappedaxial bore of the second coupling end of the spindle. The secondthreaded fastener also has a head that immobilizes the spindle and thefirst crank arm relative to each other.

In some of the three-piece embodiments the second coupling end of thespindle is the second tapered element. Preferably, in these embodimentsthe second coupling end of the spindle has an outer radial surface offrustoconical shape. The second wedging sleeve has an outer radialsurface of cylindrical shape and an inner radial surface offrustoconical shape. The hollow cavity of the second socket has acylindrical, annular inner wall that completely radially surrounds thesecond coupling end and the second wedging sleeve. The second wedgingsleeve is an internally tapered split bushing.

In some of the three-piece bicycle crank assembly embodiments the hollowcavity of the second socket is the second tapered element. In theseembodiments the second coupling end of the spindle and the hollow cavityof the second socket both have matching polygonal cross sections. Thesame predetermined number of mutually facing wedge contact surfaces aredefined on both the second coupling end and in the hollow cavity of thesecond socket. These surfaces are angularly aligned relative to eachother. The flat, polygonal faces of the interior wall of the hollowcavity of the second socket are aligned radially with the flat,outwardly facing surfaces on the second coupling end of the spindle. Thesecond wedging sleeve is formed as a set of wedge-shaped shims, eachshaped as a right triangular prism, and laterally linked to each otherby connecting webs. The wedge-shaped shims and the connecting webs ofthe second wedging sleeve are formed together as a unitary structure inwhich the wedge-shaped shims are oriented in a C-shaped configurationabout the second coupling end of the spindle.

In another broad aspect the invention may be considered to be a bicyclecrank assembly comprising a first crank arm having an axially orientedspindle at one of its ends, a second crank arm, and a wedging sleeve. Afirst fastening element is formed at the first coupling end of thespindle. A second fastening element is engaged with the first fasteningelement to immobilize the second crank arm relative to the spindle.

The second crank arm has at one of its ends an axially oriented socketwith a hollow cavity defined therein. This hollow cavity receives thefirst coupling end of the spindle. A selected one of these two elementsis a tapered element that narrows in area in axial direction withincreased distance from the first crank arm. The wedging sleeve isdisposed about the coupling end of the spindle and is tapered to conformin shape to the tapered element. The wedging sleeve is located withinthe hollow cavity. The wedging sleeve is split longitudinally to permitit to expand radially outwardly as the first coupling end of the spindleis forced into the hollow cavity. This action frictionally engages boththe first coupling end of the spindle and the socket to prevent relativerotation therebetween. The second fastening element is engaged with thefirst fastening element to immobilize the second crank arm relative tothe spindle.

In still another broad aspect the invention may be considered to be abicycle pedal crank assembly comprising a first crank element, aspindle, a second crank element, a first wedging member, and a lockingmember. The first radially oriented crank arm has opposing axle andpedal ends. The spindle extends axially from the first crank element armat the axle end thereof. The spindle has an axle portion and at least afirst coupling end remote from the first crank arm. The second crank armhas opposing axle and pedal ends. At least a first axle socket islocated in the second crank arm at the axle end thereof. The axle sockethas a hollow coupling cavity defined therein.

The first coupling end and the hollow coupling cavity are mutuallyinterengageable joint elements. One of the joint elements is tapered anddiminishes in cross-sectional area with increased distance from thefirst crank element.

The first wedging member is interposed between joint elements. The firstwedging member has a tapered surface residing in contact with andtapered to conform to the tapered joint element. The first wedgingmember has a radial expansion gap defined therein. As the coupling endof the spindle is forced into the socket, the expansion gap widens andpermits expansion of the wedging member. The wedging member is expandedradially outwardly and is tightly pressed radially between both thefirst coupling end of the spindle and the coupling cavity. The lockingmember is releaseably engageable with the first coupling end of thespindle. The locking member draws the coupling end of the spindle intothe coupling cavity. As a result, the first wedging member immobilizesthe first coupling end of the spindle relative to the coupling cavity.

The invention may be described with greater clarity and particularity byreference to the accompanying drawings.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a an exploded perspective view illustrating a two-piecebicycle sprocket crank assembly in which the first and only coupling endof the spindle is the tapered joint element.

FIG. 2 is a sectional elevational view of the bicycle sprocket crankassembly of FIG. 1.

FIG. 3 is an exploded perspective view of a three-piece bicycle sprocketcrank assembly in which the opposing first and second coupling ends ofthe spindle are the first and second tapered elements.

FIG. 4 is an exploded view of a two-piece bicycle sprocket crankassembly according to the invention in which the hollow coupling cavityin the socket of the second coupling arm is the tapered joint element.

FIG. 5 is a sectional elevational view of the bicycle sprocket crankassembly of FIG. 4.

FIG. 6 is an exploded perspective view of a three-piece bicycle sprocketcrank assembly in which the hollow coupling cavities in the opposingsockets of the crank arms are the tapered elements.

DESCRIPTION OF THE EMBODIMENTS

FIGS. 1 and 2 illustrate a two-piece bicycle sprocket crank assembly 10in which the first crank arm 12 and the axle or spindle 14 are formedtogether as a unitary metal structure, and in which the second crank arm16 is formed as separate structure. The two crank arms 12 and 16 and thespindle 14 are formed of 4130 chromium-molybdenum steel alloy. The firstcrank arm 12 is permanently joined to the spindle 14, while the secondcrank arm 16 is removable from the spindle 14. In addition to the twomajor structural components, the bicycle sprocket crank assembly 10 isalso comprised of a first, single, metal wedging sleeve 20, a first,single, metal threaded fastener 22, and a metal stop spacer 24.

The first crank arm 12 has a pedal end 26 at which a bicycle pedal ismounted in a conventional fashion, and an opposing axle end 28. Thefirst crank element or arm 12 is radially oriented relative to thespindle 14 which extends axially therefrom at the axle end 28 of thecrank arm 12. The spindle 14 has an axle portion 30 and a first couplingend 32, which is the only coupling end in the two-piece embodiment ofthe bicycle pedal crank assembly 10. The coupling end 32 of the spindle14 has an internally tapped axial bore 34 drilled into it. Actually, asillustrated in FIG. 2, a large, stepped cylindrical hole 36 is boredinto the spindle 14 from the axle end 28 of the first crank arm 12throughout the length of the spindle 14. The central, longitudinal,axial hole 36 is a stepped bore that narrows in diameter at the couplingend 32 and terminates in the internally tapped threaded bore 34 whichhas a standard thread for the tensioning or fastening bolt 22. Byforming the axial hole 36 in the spindle 14 a significant weightreduction is achieved in the bicycle sprocket crank assembly 10, whilestill preserving the necessary structural strength in the spindle 14.

The outer surface of the coupling end 32 of the spindle 14 is tapered atan angle of about five degrees from axial alignment, although the angleof taper can be greater or smaller. The annular cross-sectional area ofthe tapered coupling end 32 of the spindle 14 narrows in an axialdirection with increasing distance from the first crank arm 12. Thecoupling end 32 has an outer radial surface of frustoconical shape, asillustrated in FIGS. 1 and 2.

The first and only wedging sleeve 20 of the bicycle sprocket crankassembly 10 has an otherwise cylindrical radial outer surface 38, but issplit longitudinally and in a direction parallel to the axis of thespindle 14, whereby a longitudinal gap 40 is defined in the annularstructure of the wedging sleeve 20. The radial inner surface 42 of thewedging sleeve 20 has a frustoconical shape that matches that of thecoupling end 32 of the spindle 14. That is, the radial inner surface 42of the wedging sleeve 30 is tapered at a angle of about five degrees anddiminishes in diameter with increased distance from the first crank arm12. The angle of taper can vary, but must match the taper of thecoupling end 32 of the spindle 14. The first wedging sleeve 20 isthereby formed as an internally tapered split bushing.

The second crank arm 16 is an elongated structure that has a pedal end44 to which a bicycle pedal is attached in a conventional fashion, andan opposite axle end 45. A cylindrical, axial opening is defined in theaxle end 45. The axle end 45 of the second crank arm 16 thereby forms afirst socket 46 with a hollow cavity 48 of cylindrical shape definedtherein. The diameter of the cylindrical cavity 48 is only slightlygreater than the nominal outer diameter of the radial outer surface 38of the internally tapered split bushing 20.

The first coupling end 32 of the spindle 14 and the hollow cavity 48 ofthe first socket 46 are mating first joint elements. The wedging sleeve20 is disposed about the first coupling end 32 of the spindle 14 and isinterposed between the first joint elements, namely the coupling end 32and the hollow cavity 48. The tapered inner surface 42 of the wedgingsleeve 20 resides in contact with and conforms to the tapered surface ofthe coupling end 32 of the spindle 14. The radial outer surface 38 ofthe wedging member 20 conforms to the cylindrical surface of the cavity48 so that the wedging sleeve 20 conforms to the shapes of both thecoupling end 32 of the spindle 14 and the hollow cavity 48 of the socket46. Since the wedging sleeve 20 is split in an axial direction at thegap 40, it radially expands within the socket 46 as the first couplingend 32 of the spindle 14 is advanced into the hollow cavity 48 of thesocket 46.

To assemble the components of the bicycle crank assembly 10 on abicycle, the bicycle sprocket 50, shown in FIG. 2, is first mounted onthe spindle 14 and pushed all the way up against the shoulder formed bythe axle end 28 of the first crank arm 12, as shown in FIG. 2. Thesprocket 50 is thereupon secured relative to the first crank arm 12 andspindle 14 by a bolt 52, the threaded shank of which is engaged in aninternally tapped boss 54 on the first crank arm 12 near the axle end 28thereof.

The spindle 14 is then inserted through bearings in annular cups 56 thatare located within the annular bottom bracket shell 58 that forms a partof the bicycle frame. The spindle 14 is inserted into the bottom bracketshell 58 from the drive side thereof which is typically the left side,as viewed from the rear of the bicycle when the bicycle is turned upsidedown and as shown in FIG. 2. The coupling end 32 of the spindle 14therefore protrudes to the right, beyond the bicycle bottom bracketshell 58. The stop spacer 24 is then pushed onto the coupling end 32 ofthe spindle 14 all the way up against the cup assembly 56 on that sideof the bottom bracket shell 58. The second crank arm 16 is then mountedto the spindle 14 by sliding the socket 46 over the coupling end 32 ofthe spindle 14, toward the first crank arm 12. The user must then besure that the first and second crank arms 12 and 16 extend indiametrically opposite directions relative to the spindle 14. Thewedging sleeve 20 is then manually pushed into the gap between thesocket 46 and the coupling end 32 of the spindle 14 as far as possible.Manual force is effective only up to the point at which the wedgingsleeve 20 must expand in order to be advanced further. The threadedshank 57 of the fastening lock bolt 22 is then inserted into theinternally tapped bore 34 and the shank of the bolt 22 is threadablyadvanced, thus further compressing the wedging sleeve 20. In theembodiment illustrated, the fastening bolt 22 has an axial allen headdrive well 60 in the bolt head 59 so that the bolt 22 can be advancedtoward the first crank arm 12 utilizing an allen head wrench.

As the lock bolt 22 is advanced to the left, as illustrated in FIG. 2,its shank 57 is engaged in the internally tapped axial bore 34 of thefirst coupling end 32 of the spindle 14. The bolt head 59 of the lockbolt 22 bears axially against the outboard, thickest end of the splitbushing wedging sleeve 20, thereby forcing it along the outer surface ofthe coupling end 32 of the spindle 14, toward the axle end 28 of thefirst crank arm 12.

As the fastening bolt 22 is advanced, the bolt head 59 bears axiallyagainst the wedging sleeve 20. The advance of the fastening lock bolt 22draws the coupling end 32 of the spindle 14 into the coupling cavity 48of the socket 46 in the second crank arm 16. As the wedging member 20 isforced toward the axle end 28 of the first crank arm 12, the gap 40 inthe split bushing 20 widens. The split bushing 20 is thereby forcedfurther onto the coupling end 32 of the spindle 14. The width of the gap40 continues to increase as the structure of the wedging sleeve 20expands radially outwardly due to the interaction between the taperedsurfaces of the coupling end 32 and the wedging sleeve 20. Withsufficient advancement of the lock bolt 22, the coupling end 32 of thespindle 14 is totally immobilized from rotation relative to the couplingcavity 48. The spindle 14 and the second crank arm 16 are therebytotally immobilized relative to each other. The stop spacer 24 bearsagainst the crank assembly bearing 56 and the socket 46 of the secondcrank arm 16, as illustrated in FIG. 2.

Although the second crank arm 16 is thereby locked onto the spindle 14,it is readily removable therefrom. Removal is achieved by unscrewing thelock bolt 22 and tapping the second crank arm 16 with light blows in anoutboard direction, away from the first crank arm 12. The second crankarm 16 will thereupon readily come free from the spindle 14.

FIG. 3 illustrates a different embodiment of the invention in which thebicycle pedal crank assembly 70 has three major, structural components.The bicycle crank assembly 70 is referred to herein as a three-pieceunit.

The bicycle pedal crank assembly 70 includes all of the elements of thebicycle crank assembly 10, but differs from that embodiment in that thefirst crank arm 12 and the spindle 14′ are formed as separate structuralpieces. The spindle 14′ therefore also has a second, tapered couplingend 33, in addition to its first tapered coupling end 32. Also, a secondsocket 47 is formed in the first crank arm 12 at its axle end 28. Thesecond socket 47 also has a hollow cylindrical coupling cavity 49defined therein. The second coupling end 33 of the spindle 14′ fits intothe hollow cavity 49 of the second socket 47, so that the secondcoupling end 33 and the hollow cavity 49 of the second socket 47 aremating second elements, one of which is a second tapered element thatnarrows in area in axial direction with distance from the second crankarm 16. More specifically, the second coupling end 33 is identical instructure to the first coupling end 32, while the hollow cavity 49 inthe second socket 47 is identical in structure to the hollow cavity 48.Therefore, the second tapered element is the tapered second coupling end33 of the spindle 14′.

A second wedging sleeve 21, which is identical to the first wedgingsleeve 20 is disposed about the second coupling end 33 of the spindle14′. The second wedging sleeve 21 has a substantially cylindrical outersurface 38 and also has a radial gap 40 defined in it extending axiallyalong its length. The interior surface 42 of the second wedging sleeve21 has a frustoconical shape that conforms to the size and shape of theouter surface of the second coupling end 33.

A lock bolt fastener 23, identical to the lock bolt fastener 22, is usedto secure the first crank arm 12 to the spindle 14′. Internally tappedthreaded bores 34 are defined in both of the opposing first and secondcoupling ends 32 and 33 of the spindle 14′. The first crank arm 12 isthereby secured to the spindle 14′, and immobilized from rotationrelative thereto, in the same manner and utilizing the same structuralinterrelationship that exists between the second crank arm 16 and thespindle 14′ in the two-piece bicycle sprocket crank assembly 10. Thatis, the head 59 of the second lock bolt 23 bears axially against theouter, thickest end of the second wedging sleeve 21, while a second stopspacer 41 bears against the facing surface of the second socket at theaxle end 28 of the first crank arm 12 when the lock bolt 23 istightened. Advancement of the threaded shank of the lock bolt 23 intothe internally tapped bore 34 within the second coupling end 33 forcesthe second wedging sleeve 21 onto the second coupling end 33 and towardthe second crank arm 16. This action also forces the second wedgingsleeve 21 toward the second crank arm 16, thereby expanding it so thatthe second wedging sleeve 21 is clamped in between the second socket 47and the second coupling end 33 of the spindle 14′. This actionimmobilizes the spindle 14′ and the first crank arm 12 relative to eachother.

FIGS. 4 and 5 illustrate an alternative embodiment of a two-piecebicycle pedal crank assembly 80. The bicycle pedal crank assembly 80differs in certain respects from the bicycle crank assembly 10illustrated in FIGS. 1 and 2. Like the bicycle pedal crank assembly 10,the bicycle pedal crank assembly 80 includes a first crank arm 12integrally formed with a spindle 15. A second crank arm 16′ is formed asa separate structure. The first crank arm 12 has a pedal end 26 and anaxle end 28. Likewise, the second crank arm 16′ has a pedal end 44 andalso an axle end 46 that forms the first and only socket in the bicyclepedal crank assembly 80. A first and only threaded locking fastener bolt22 is provided for the bicycle crank assembly 80.

The bicycle crank assembly 80 differs from the bicycle pedal crankassembly 10 in that the hollow cavity 48′ of the first socket 46 in thesecond crank arm 16′ is tapered and narrows in cross-sectional area inan axial direction with increased distance from the first crank arm 12.The first coupling end 32′ of the spindle 15 and the hollow cavity 48′both have matching, polygonal cross sections. The first coupling end 32′of the spindle 15 is not tapered, but is of constant cross sectionthroughout. The first coupling end 32′ is of uniform, polygonal, annularcross section throughout its length and has six flat, outwardly facingwedge contact surfaces 82 arranged about its circumference. The flatwedge contact surfaces 82 all have a rectangular shape and are formed asflat areas about the circumference of the first coupling end 32′ of thespindle 15.

The hollow coupling cavity 48′ defined within the first socket 46 is atapered element and is formed with the same predetermined number ofwedge contact surfaces. Specifically, six flat, rectangular wedgecontact surfaces 84 are defined about the interior circumference of thehollow cavity 48′. The flat, inwardly facing wedge contact surfaces 84are inclined at an angle of five degrees relative to axial alignment,although the extent of taper can be varied. The cross-sectional area ofthe hollow cavity 48′ is smallest adjacent the head 59 of the fasteningbolt 22, and greatest at its opposite end facing the first crank arm 12.The flat wedge contact surfaces 84 of the hollow cavity 48′ and the flatwedge contact surfaces 82 of the first coupling end 32′ of the spindle15 are angularly aligned with each other, relative to the axis of thespindle 15. That is, each wedge contact surface 84 in the hollowcoupling cavity 48′ is located in radial alignment with a correspondingwedge contact surface 82 on the first coupling end 32′ of the spindle15.

In the bicycle sprocket crank assembly 80, the wedging sleeve 20′ isformed as a set of wedge-shaped shims 86 laterally linked to each otherby connecting webs or straps 88. The wedge-shaped shims 86 are eachconfigured in the shape of a triangular prism. The wedge-shaped shims 86are linked together with a relatively loose connection that allows forrelative radial movement between elements, and are disposed about thefirst coupling end 32′ of the spindle 15 to reside in face to facecontact with the contact surfaces 82 on the first coupling end 32′ ofthe spindle 15 and the opposing wedge contact surfaces 84 of the hollowcavity 48′. As illustrated in FIG. 5, the thickness of the shims 86 isgreatest at the ends thereof facing the first crank arm 12, and thinnestat the ends thereof most distant from the first crank arm 12.

The first wedging sleeve 20′ is formed as a unitary structure in whichthe wedge-shaped shims 86 and the laterally extending connecting webs 88are all forged together as a flat linked chain, and then bent at thecoupling webs 88 into a C-shaped configuration, as illustrated. Thewedge-shaped shims 86 are all joined at their mutually facing edges,except at a longitudinal gap 40′. The gap 40′, in which there is noconnecting web 88, forms a split in the otherwise encircling structureof the first wedging sleeve 20′. The wedge-shaped shims 86 are disposedabout the first coupling end 32′ of the spindle 15 and reside in face toface contact with the wedge contact surfaces 82 of the first couplingend 32′.

The structural piece comprised of the first crank arm 12 and the spindle15 and the second structural element formed by the second crank arm 16′are assembled onto a bicycle and relative to each other in much the samemanner as described with the embodiment of FIGS. 1-2. Specifically, thespindle 15 is inserted through the cups 56 and within the bottom bracketshell 58 on the bicycle frame. The stop spacer 24 is then slipped overthe coupling end 32′ of the spindle 15. The C-shaped cluster ofwedge-shaped shims 86 is then inserted onto the first coupling end 32′of the spindle 15. The radially inwardly facing surfaces of thewedge-shaped shims 86 reside in direct, face to face contact with theradially outwardly facing flat surfaces 82 on the first coupling end 32′of the spindle 15. The radially outwardly facing surfaces of thewedge-shaped shims 86 also reside in direct face to face contact withthe radially inwardly facing wedge contact surfaces 84 of the hollowcavity 48′. The second crank arm 16′ is then attached to the couplingend 32′ of the spindle 15 by pressing the socket 46 toward the firstcrank arm 12 and onto the wedging sleeve 20′. The second crank arm 16′is oriented so that it is directed in a diametrically opposite directionfrom the first crank arm 12 relative to the axis of the spindle 15. Thepolygonal shape of both the coupling end 32′ and the hollow cavity 48′ensure proper alignment in this regard.

Once the socket 46 has been manually pushed partway onto the wedgingsleeve 20′, which in turn is mounted upon the coupling end 32′ of thespindle 15, the threaded shank 57 of the fastening lock bolt 22 isscrewed into the bore 34 in the coupling end 32′. In this embodiment theunderside of the head 59 of the fastening lock bolt 22 bears against ashoulder 90 defined on the outwardly facing side of the socket 46. Thestop spacer 24 bears against the thickest ends of the wedge-shaped shims86, as illustrated in FIG. 5.

Continued advancement of the fastening lock bolt 22 forces the secondcrank arm 16′ further onto the spindle 15 and toward the axle end 28 ofthe first spindle 12. Continued threaded advancement of the fasteningbolt 22 also causes the contact faces 84 within the hollow cavity 48′ ofthe socket 46 to clamp the wedging sleeve 20′ tightly against theoutwardly facing surfaces 82 of the coupling end 32′ of the spindle 15.Advancement of the locking screw 22 causes the wedging shims 86 totightly engage the second crank arm 16′ relative to the spindle 15,thereby immobilizing the first and second crank arms 12 and 16′ relativeto each other and clamping the second crank arm 16 tightly onto thespindle 15.

The bicycle sprocket crank assembly 90 illustrated in FIG. 6 is anotherthree-piece embodiment of the invention. In the bicycle crank assembly90, the spindle 92 and the first crank arm 12 are formed as separate,independent structures. The bicycle sprocket crank assembly 90 employs afirst crank arm 12 having a pedal end 26 and an opposite axle end 28which forms a second socket 47, in addition to the first socket 46. Likethe first socket 46 in the bicycle sprocket crank assembly 80, thesecond socket 28 also has a hollow cavity 49′ of polygonal crosssection. The hollow cavities 48′ and 49′ are constructed identically toeach other.

The spindle 92 is of a uniform outer cross-sectional, polygonal shapethroughout and has six major outwardly facing wedge contact surfaces 94on its outer surface that extend throughout its length. The spindle 92has opposing ends 96 and 98. The end 96 may be considered to be a firstcoupling end, while the opposing end 98 may be considered to be a secondcoupling end.

The second crank arm 16′ with its socket 46 defining a tapered, hollowcavity 48′ is the same member employed in the bicycle sprocket crankassembly 80. The second socket 47 at the axle end 28 of the first crankarm 12 also forms an identical, tapered, hollow cavity 49′ facing in theopposite direction, the cross-sectional open area of which is greatestin the direction facing the second crank arm 16′, and smallest in thedirection facing the head 59 of the lock bolt fastener 23. The bicyclesprocket assembly 90 employs a second wedging sleeve 21′, which isidentical in structure to the wedging sleeve 20′ employed in the bicyclesprocket crank assembly 80. The bicycle sprocket crank assembly 90 alsoincludes a second stop spacer 25 at the second coupling end 98 of thespindle 92, in addition to the stop spacer 24 employed at the firstcoupling end 96 of the spindle 92.

The stop spacer 24, the first wedging sleeve 20′ and the first socket 46are all secured together by the first lock bolt fastener 22 as explainedin the description of the bicycle sprocket crank assembly 80. The secondsocket 47 and the second wedging sleeve 21′, along with the stop spacer25, are all secured to the second coupling end 98 of the spindle 92 bythe second lock bolt fastener 23 in the same manner. That is, the stopspacer 25 is inserted onto the second coupling end 98 of the spindle 92and resides against the adjacent bearing cup 56. The second wedgingsleeve 21′ with its C-shaped cluster of wedge-shaped shims 86 isinserted onto the second coupling end 98 of the spindle 92 with thethickest ends of the wedge-shaped shims 86 facing the second crank arm16′. The stop spacer 25 resides in abutment against the thickest ends ofthe wedge-shaped shims 86.

The first crank arm 12 is then attached to the second coupling end 98 ofthe spindle 92 by sliding the second socket 47 onto the narrow ends ofthe wedge-shaped shims 86. The threaded shank 57 of the second lock boltfastener 23 is then engaged in the internally tapped bore 34 within thesecond coupling end 98 and advanced until its head 59 bears against ashoulder defined within the socket 47. Continued advancement of thesecond lock bolt fastener 23 presses the socket 47 onto the secondcoupling end 98 with the second 20 wedging sleeve 21′ interposedtherebetween. Continued advancement of the lock bolt fastener 23 causesthe wedge-shaped shims 86 to become tightly wedged in between theinwardly facing trapezoidal contact surfaces 84 of the hollow couplingcavity 49′, and the radially aligned, outwardly facing surfaces 94 onthe second coupling end 98 of the spindle 92. As the second lock boltfastener 23 is advanced further, the second socket 47 becomes tightlyclamped onto the second coupling end 98 of the spindle 92 due to thewedging action of the wedge-shaped shims 86.

In joining the second socket 28 of the first crank arm 12 onto thesecond coupling end 98 of the spindle 92 care is taken to ensure thatthe first crank arm 12 resides in diametric opposition to the secondcrank arm 16′. Since both the spindle 92 and both of the socket cavities48′ and 49′ are of matching, polygonal cross section, proper alignmentof the first crank arm 12 and the second crank arm 16′ is easilyaccomplished.

After the first crank arm 12 has been secured to the second coupling end98, the spindle 92 is inserted into the bottom bracket shell 58 withinthe cups 56 in the manner previously described. The second crank arm 16is then secured to the first coupling end 96 of the spindle 92, in themanner described in the assembly of the bicycle crank assembly 80depicted in FIGS. 4 and 5. Once the three main components of the bicyclesprocket crank assembly 90, namely the first and second crank arms 12and 16′ and the spindle 92 are fully assembled, the crank arms 12 and16′ are firmly, but releaseably locked in diametric opposition to eachother and are tightly clamped relative to each other and relative to thespindle 92.

Due to the tapered connections between the crank arms 12 and 16′, thecrank arms 12 and 16′ can be detached from the spindle 92 relativelyeasily, simply by unscrewing the lock bolt fasteners 22 and 23 andtapping the crank arms 12 an 16′ free from the spindle 92. However, whenthe fasteners 22 and 23 are tightened, the joints formed at the opposingfirst and second coupling ends 96 and 98 of the spindle 92 are extremelytight and quite strong.

Undoubtedly, numerous variations and modifications of the invention willbecome readily apparent to those familiar with bicycle spindles. Forexample, fastening systems such as expansion bolts may be employed inplace of the simple lock bolt fasteners 22 and 23 in the embodiments ofthe invention illustrated. Also, in the embodiments of the invention inwhich the sockets and coupling ends of the drive shaft are both ofpolygonal cross section, the hollow cavities and drive shaft ends can beformed with any number of contact faces desired, as long as the numberof contact surfaces in the hollow cavities and drive shaft coupling endsmatch in size and orientation. Accordingly, the scope of the inventionis not limited to the specific embodiments illustrated and described,but rather is defined in the claims appended hereto.

1. A bicycle sprocket crank assembly comprising a first crank arm withan axially oriented spindle at one of its ends and said spindle has atleast a first coupling end with an internally tapped axial bore definedtherein, a second crank arm with an axially oriented first socket at oneof its ends, said first socket having a hollow cavity defined therein,and said first coupling end of said spindle fits into said hollow cavityof said first socket, and said first coupling end and said hollow cavityare mating elements, and one of said mating elements is a first taperedelement that narrows in area in an axial direction with increaseddistance from said first crank arm, a first wedging sleeve disposedabout said first coupling end of said spindle and said first wedgingsleeve conforms to the shapes of both said first coupling end of saidspindle and said hollow cavity, and is axially tapered to match thetaper of said first tapered element, and said first wedging sleeve issplit longitudinally in an axial direction and thereby radially expandsas said first coupling end of said spindle is advanced into said hollowcavity of said first socket, and a first threaded fastener having ashank engageable in said internally tapped axial bore of said firstcoupling end and a head that immobilizes said spindle and said secondcrank arm relative to each other.
 2. A bicycle sprocket crank assemblyaccording to claim 1 wherein said first coupling end of said spindle issaid first tapered element.
 3. A bicycle sprocket crank assemblyaccording to claim 2 wherein said first coupling end of said spindle hasa radially outer surface of frustoconical shape, and said first wedgingsleeve has a radially outer surface of cylindrical shape and a radiallyinner surface of frustoconical shape, and said hollow cavity of saidfirst socket has a cylindrical, annular inner wall that completelyradially surrounds said first coupling end and said first wedgingsleeve.
 4. A bicycle sprocket crank assembly according to claim 2wherein said first wedging sleeve is an internally tapered splitbushing.
 5. A bicycle sprocket crank assembly according to claim 4wherein said head of first threaded fastener bears against said wedgingsleeve.
 6. A bicycle sprocket crank assembly according to claim 1wherein said first crank arm and said spindle are formed together as aunitary structure.
 7. A bicycle sprocket crank assembly according toclaim 1 wherein said hollow cavity of said first socket is said firsttapered element.
 8. A bicycle sprocket crank assembly according to claim7 wherein said first coupling end of said spindle and said hollow cavityof said first socket both have matching polygonal cross sections,whereby a predetermined number of planar, outwardly facing wedge contactsurfaces are defined on both said first coupling end and in said hollowcavity of said first socket, and said first wedging sleeve is formed asa first set of wedge-shaped shims, laterally linked together byconnecting webs and disposed about said first coupling end to reside infact-to-face contact with said contact surfaces of both said firstcoupling end and said hollow cavity.
 9. A bicycle sprocket crankassembly according to claim 8 wherein said first set of wedge-shapedshims and said connecting webs are formed as a unitary structure inwhich said wedge-shaped shims are oriented in a C-shaped configurationabout said first coupling end of said spindle.
 10. A bicycle sprocketcrank assembly according to claim 1 further comprising an annular stopspacer disposed about said first coupling end to hold said first andsecond crank arms at a spaced distance of separation from each other.11. A bicycle sprocket crank assembly according to claim 1 wherein saidfirst crank arm and said spindle are formed as separate members, andwherein said spindle also has a second coupling end with an internallytapped axial bore defined therein, and said first crank arm defines asecond socket at said one of its ends, and said second socket also has ahollow cavity defined therein, and said second coupling end of saidspindle fits into said hollow cavity of said second socket, and saidsecond coupling end and said hollow cavity of said second socket aremating second elements, and one of said mating second elements is asecond tapered element that narrows in area in an axial direction withincreased distance from said second crank arm, a second wedging sleevedisposed about said second coupling end of said spindle and said secondcoupling sleeve conforms to the shape of both said second coupling endof said spindle and said hollow cavity of said second socket and isaxially tapered to match the taper of said second tapered element, andsaid second wedging sleeve is split longitudinally in an axial directionand thereby radially expands as said second coupling end of said spindleis advanced into said hollow cavity of said second socket, and a secondthreaded fastener having a shank engaged in said internally tapped axialbore of said second coupling end and a head that immobilizes saidspindle and said first crank arm relative to each other.
 12. A bicyclesprocket crank assembly according to claim 11 wherein said secondcoupling end of said spindle is said second tapered element.
 13. Abicycle sprocket crank assembly according to claim 12 wherein saidsecond coupling end of said spindle has a radial outer surface offrustoconical shape, and said second wedging sleeve has a radially outersurface of cylindrical shape and a radially inner surface offrustoconical shape, and said hollow cavity of said second socket has acylindrical annular inner wall that completely radially surrounds saidsecond coupling end and said second wedging sleeve.
 14. A bicyclesprocket crank assembly according to claim 12 wherein said secondwedging sleeve is an internally tapered split bushing.
 15. A bicyclesprocket crank assembly according to claim 11 wherein said hollow cavityof said second socket is said second tapered element.
 16. A bicyclesprocket crank assembly according to claim 15 wherein said firstcoupling end of said spindle and said hollow cavity of said first socketboth have matching polygonal cross sections, whereby a predeterminednumber of planar, outwardly facing wedge contact surfaces are defined onboth said first coupling end and in said hollow cavity of said firstsocket, and said first wedging sleeve is formed as a first set ofwedge-shaped shims, laterally linked together by connecting webs anddisposed about said first coupling end to reside in fact-to-face contactwith said contact surfaces of both said first coupling end and saidhollow cavity, and wherein said second coupling end of said spindle andsaid hollow cavity of said second socket both have matching polygonalcross sections and whereby said same predetermined number of planar,outwardly facing wedge contact surfaces are defined on both said secondcoupling end and in said hollow cavity of said second socket and saidsecond wedging sleeve is formed as a second set of wedge-shaped shimsalso laterally linked to each other by connecting webs.
 17. A bicyclesprocket crank assembly according to claim 16 wherein said second set ofwedge-shaped shims and said connecting webs of said second wedgingsleeve are formed as a unitary structure in which said wedge-shapedshims are oriented in a C-shaped configuration about said secondcoupling end.
 18. A bicycle crank assembly comprising: a first crank armhaving an axially oriented spindle at one of its ends and said spindlehas at least a first coupling end with a first fastening element, asecond crank arm having at one of its ends an axially oriented socketwith a hollow cavity defined therein to receive said first coupling endand a selected one of said coupling end and said hollow cavity is atapered element that narrows in area in an axial direction withincreased distance from said first crank arm, a wedging sleeve disposedabout said coupling end of said spindle and tapered to conform in shapeto said tapered element and located within said hollow cavity, and saidwedging sleeve is split longitudinally to permit it to expand radiallyoutwardly as said first coupling end of said spindle is forced into saidhollow cavity, thereby frictionally engaging both said first couplingend of said spindle and said socket to prevent relative rotationtherebetween, and a second fastening element engaged with said firstfastening element to immobilize said second crank arm relative to saidspindle.
 19. A bicycle crank assembly according to claim 18 wherein saidfirst fastening element is formed as an internally threaded bore in saidfirst coupling end of, said spindle and said second fastening element isa lock bolt with an externally threaded shank.
 20. A bicycle pedal crankassembly comprising: a first crank element including a first radiallyoriented crank arm having opposing axle and pedal ends, a spindleextending axially from said first crank element arm at said axle endthereof, and said spindle has an axle portion and at least a firstcoupling end remote from said first crank arm, a second crank elementincluding a second radially oriented crank arm having opposing axle andpedal ends and at least a first axle socket axially oriented in saidsecond crank arm at said axle end thereof and said axle socket has ahollow coupling cavity defined therein, and said first coupling end andsaid hollow coupling cavity are mutually interengageable joint elements,one of which is a tapered joint element that diminishes incross-sectional area with increased distance from said first crankelement, a first wedging member interposed between said joint elementsand having a tapered surface residing in contact with and tapered toconform to said tapered joint element, and said wedging member has aradial expansion slot defined therein, whereby as said coupling end ofsaid spindle is forced into said socket, said expansion slot permitsexpansion of said wedging member which is expanded radially outwardlyand is tightly pressed radially between both said first coupling end ofsaid spindle and said coupling cavity, and a locking member releaseablyengageable with said first coupling end of said spindle to draw saidcoupling end of said spindle into said coupling cavity, whereby saidfirst wedging member immobilizes said first coupling end of spindle fromrotation relative to said coupling cavity.